• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for determining an optimum speed (VOPT) to be adopted by a motor vehicle (1) when said motor vehicle (1) approaches a traffic light (2), in which a first system (10) ) GLOSA-type on-board system determines, on receipt of a message emitted by said traffic light (2), a total distance (DTL) of the path separating the motor vehicle (1) from the traffic light (2), then estimates the time necessary to that the motor vehicle (1) travels said total distance (DTL) and finally determines a recommended speed (VG) according to the state occupied by the traffic light (2) at the end of the estimated time. The method is characterized in that it also uses at least one speed limitation obtained via a second system (12; 13) onboard said motor vehicle to determine said recommended speed (VG) and / or said optimal speed (VOPT).
    公开号:FR3027109A1
    申请号:FR1402270
    申请日:2014-10-08
    公开日:2016-04-15
    发明作者:Benazouz Bradai；Alexandre Garnault
    申请人:Valeo Schalter und Sensoren GmbH；
    IPC主号:
    专利说明:

    [0001] This invention relates generally to the field of motor vehicles, and more specifically to a method and an on-board system for determining the optimum speed to be adopted by a vehicle. automobile when it approaches a traffic light. We are particularly interested in the following cooperative road systems still called Cooperative Intelligent Transport Systems (or C-ITS, Co-operative Intelligent Transport Systems), which are based on local and direct communication between the elements of the system (vehicles and road infrastructure units).
    [0002] Thus, some embedded systems developed by different car manufacturers are becoming more complete and able to communicate with other vehicles on the road but also with public infrastructure, such as traffic lights. These systems, known by the English name "Vehicle-to-X" or "Car-to-X" (the letter X representing either another vehicle or a public infrastructure), use a wireless communication network (for example: cell example, W-LAN or VANET) to exchange information with road infrastructures (lights, crossings, work, etc.), and to communicate continuously and in real time via this wireless network so as to allow the driver to to be warned of the dangers even before seeing them, or to allow a real automatic piloting with strategies of deceleration, acceleration, stop and restart no longer requiring the intervention of the driver. As schematically illustrated in FIG. 1, a cooperative system 30 for applications relating to the exchange of information between a motor vehicle 1 and a traffic light 2, essentially comprises: an electronic unit (not shown) fixed on the traffic light 2, particularly suitable for generating and transmitting messages periodically by a wireless link; and an on-board module on the motor vehicle comprising in particular a receiver 10 capable of receiving the messages, and a processing module (not shown) for extracting and processing the data of the messages received according to the intended application. The messages transmitted by the traffic light, also called SPAT messages (English initials set for Signal Phase And Time Messages) essentially include location information relating to the position of the fire, status information relating to the phase (red, orange or green) in which the fire is located, and temporal information relating to the times at which the phase changes are expected. A first possible application concerns self-driving motor vehicles equipped with a "Start and Go" feature aimed at reducing vehicle consumption when stationary at traffic lights. The dissemination of the fire status information as well as the remaining times for the phases to a vehicle allows it to optimize these stop and restart strategies. For example, if the vehicle approaches a red light, it goes back to the vehicle information about the minimum duration at which the fire will still remain red. From this information, it is possible for the vehicle computer to determine whether stopping the engine will reduce or not the overall consumption of the vehicle taking into account the subsequent restart phase. Similarly, the information transmitted will be used to optimize the moment of the restart that will be triggered a few seconds before going green.
    [0003] Another possible application, in which the present invention more particularly relates to the systems called GLOSA (Greenlight Optimized Speed Advisory initials) or "Green Wave", allowing the motor vehicle to determine the optimal speed he must adopt at the approach of a fire to pass the green light, without stopping. In this application, the traffic lights of an axis are preferably networked to enable them to synchronize. Users are informed on the speed to adopt to switch all the following lights to green.
    [0004] FIG. 2 diagrammatically illustrates the various steps generally implemented by the on-vehicle processing module 1 in the context of a GLOSA-type algorithm 110, and as described in particular in the document "Performance study of a Green". Light 5 Optimized Speed Advisory (GLOSA) Application Using an Integrative Cooperative ITS Simulation Platform "(Katsaros et al, 2011 IEEE - 978-14577-9538-2 / 11): Processing begins with receipt of a SPAT message (step 100 ) by the onboard receiver 10, for extracting the information contained in the message. By using the location information transmitted by the fire, and knowing the position of the vehicle, the processing module can calculate the total distance DTL of the path separating the motor vehicle 1 from the traffic light 2 (step 111). Also knowing the current speed Uo of the vehicle 1 and its current acceleration ao, the processing module then proceeds to estimate the TTL time necessary for the motor vehicle 1 to travel this total distance DTL (Step 112). This estimation is generally done using the following system of equations: TTL = if ao = 0 ATL T-TTL UO U20 2DTL if ao * 0 ao a0 a0 20 At the end of the treatment, the processing module is able to provide a recommended speed VG according to the state occupied by the traffic light 2 at the end of the estimated time TTL (step 119), and taking into account preferably information Umin, Umax corresponding to speed limits respectively minimum and maximum of the road taken, when they are known. For example, if the traffic light 2 is supposed to be in the green state at the end of TTL time, the vehicle can continue to drive, reaching if possible the maximum speed limit Umax (steps 113 and 114). If the traffic light 2 3027109 4 is supposed to be in the red state at the end of the TTL time, the system will estimate a speed Ut according to the relation: Ut 2XDTL Uo TTL + TR in which TR corresponds to the additional duration necessary for the light turns green (steps 115 and 116). Finally, if the traffic light 2 is supposed to be in the orange state at the end of the TTL time, the system will estimate a speed Ut according to the relation: U = 2xD TL t TTL + TR + T0 0 in which TR To corresponds to the additional time required for the light to turn green (steps 117 and 118). A disadvantage of the GLOSA algorithm is that it does not take sufficient account of the environment of the vehicle 1. In particular, even if the system has Umin and Umar values, it does not take into account that several limitations speed can intervene in the path separating the motor vehicle from the traffic lights. In addition, it does not consider other important environmental data such as the presence of another vehicle on the course. As a result, the VG speed recommended by the GLOSA system is in fact not always adapted to the situation encountered. The present invention aims to propose a solution that improves the accuracy of the optimal speed finally delivered to the motor vehicle from a GLOSA type system. To do this, the invention proposes to use information available elsewhere from other systems on the vehicle. More specifically, the present invention firstly relates to a method for determining an optimum speed to be adopted by a motor vehicle when said motor vehicle approaches a traffic light, said optimum speed being a function of an estimated speed 3027109 5 estimated by a first embedded system, upon receipt of a message emitted by said traffic light from a determination of a total distance of the path separating the motor vehicle from the traffic light, an estimate of the time required for the motor vehicle travels said total distance and a determination of a recommended speed according to the state occupied by the traffic light at the end of the estimated time, the method being characterized in that said recommended speed and / or said optimum speed is also function of at least one speed limitation obtained via a second system on said vehicle 1 0 automobile. In a possible implementation of the method, said total distance of the path is decomposable into a succession of road sections, and said recommended speed is a function of a plurality of speed limits obtained via the second onboard system, each limitation of speed corresponding to a maximum authorized regulatory speed value on each section of said succession of road sections. The time required for the motor vehicle to travel said total distance is for example estimated by the first embedded system 20 according to the relationship: L., MINISL .; U 0 wherein Li corresponds to a length of each section i associated with a maximum speed regulation S14, and UO is the current speed of the motor vehicle.
    [0005] The length of each section and the maximum regulatory speed value associated with each section are preferably delivered by a navigation system forming said second system and comprising a receiver on board the motor vehicle. In another possible implementation, the second system 30 is a cruise control system capable of detecting the presence and estimate the speed of a third vehicle in front of said motor vehicle, and 3027109 6 said at least one speed limit corresponds to the estimated speed of the third-party vehicle. Said optimum speed can be determined by taking the minimum value between said estimated speed of the third vehicle and the recommended speed.
    [0006] The invention also relates to a system for determining an optimum speed to be adopted by a motor vehicle when said motor vehicle approaches a traffic light, said optimum speed being a function of a recommended speed estimated by a first system on board, 10 on receipt of a message emitted by said traffic light from a determination of a total distance of the path separating the motor vehicle from the traffic light, an estimate of the time required for the motor vehicle to travel the said distance total and a determination of a recommended speed according to the state occupied by the traffic light at the end of the estimated time, the system being characterized in that it determines said recommended speed and / or said optimum speed also in function of at least one speed limitation obtained via a second system onboard said motor vehicle. In a first possible embodiment, the second onboard system 20 is a navigation system capable of delivering the length of each section of a succession of road sections decomposing said total distance of the route, and a maximum regulatory speed value associated with each section. The first system can then estimate the time required for the motor vehicle to travel the total distance as a function of the length and the regulatory speed associated with each section. In a second possible embodiment, the second onboard system is a cruise control system capable of detecting the presence and to estimate the speed of a third vehicle at the front of said motor vehicle, and in that it determines said speed optimal depending on said speed advised by the first system and the estimated speed of the third vehicle. Note that the two embodiments are not exclusive, and can very well be combined in a system that would use both the data provided by a navigation system to optimize the value of the speed recommended by the GLOSA system, from a better estimate of travel time, and data provided by a cruise control system to take into account a constraint related to the presence of a third-party vehicle.
    [0007] The invention will be better understood from the following description, made with reference to the appended figures, in which: FIG. 1 diagrammatically illustrates a motor vehicle equipped with a system according to the invention, at the approach of a traffic light ; FIG. 2 gives a simplified block diagram of a known GLOSA algorithm; FIGS. 3a and 3b explain an example of implementation of the method using the data provided by a navigation system; FIGS. 4a and 4b show an example of implementation of the method using the data provided by a cruise control system. In the following, the elements common to the different figures bear the same references.
    [0008] The invention is therefore based on the observation that most vehicles are equipped to-date with other driving assistance systems, such as a GPS-type navigation system, and / or a cruise control system. . Thus, with reference to FIG. 1, the motor vehicle 1 generally also has: for the navigation aid, a receiver 11, for example a satellite signal receiver of the GPS type; and / or - for speed control, a sensor 12 such as a camera or a radar, which makes it possible to monitor the space in front of the vehicle 1, and to calculate the distance, the direction and the speed of vehicles thirds preceding it.
    [0009] The presence of one and / or two additional systems on board the motor vehicle will be used to refine the recommended speed VG given by the GLOSA system 10, as will be described using the various situations. In particular, FIG. 3a illustrates the case where several speed limits, represented here by two traffic signs 3 (one at 70 km / h, the other at 50 km / h), are present on the DTL distance route separating the motor vehicle 1 from the traffic light 2. In other words, the total distance path DTL is decomposable into a succession of road sections, in our example two sections of respective lengths L1 and L2, each section being associated with a maximum authorized regulatory speed value for the section, namely 70 km / hour for the section of length L1, and 50 km / hour for the section of length L2. However, these data can be extracted from the navigation system since the latter knows how to anticipate the path that the motor vehicle will follow, and generally has, in its cartographic database, information of length of sections and regulatory speed limits. associated. Rather than taking into account only the current speed U 0 of the motor vehicle 1 for the estimation of the travel TTL time (step 112 in FIG. 1), the present invention proposes, as illustrated in FIG. 3b, to modify this step 112 to take into account all pairs of leg length / associated regulatory speed limitation provided by the navigation system 11.
    [0010] The time TTL required for the motor vehicle 1 to travel the total distance DTL is estimated by the first onboard system 10, preferably applying the relation: L. 1 'TTL-MIN (SLi; U0 3027109 9 in which 1_, corresponds to a length of each section i associated with a maximum speed regulation SL ,, and Uo is the current speed of the motor vehicle.
    [0011] In an alternative embodiment, the pairs (SLi, Li) may be provided by a system other than a navigation system, for example an imaging system from images captured by an on-board camera, capable of recognizing the traffic signs 3 arranged on the road. In all cases, a recommended VG speed is obtained at the end of the more reliable GLOSA processing algorithm. FIG. 4a illustrates another situation in which a third vehicle 4 is present on the path separating the motor vehicle 1 from the traffic light 2. In this case, this third vehicle 4 will be detected by the speed regulation system 12 which will be even to deliver the speed VF of this third vehicle 4. A first possibility according to the invention, and illustrated schematically in Figure 4b is to determine, in a step 150, an optimal speed Vop-r to be adopted by the vehicle taking the minimum value between the estimated VF speed of the third-party vehicle 4 and the recommended speed VG 20 by the GLOSA system. Another possibility would be to refine the estimation step 112 of the TTC travel time by also taking into account the estimated VF speed of the third vehicle. The various systems presented above can, without departing from the scope of the invention, be combined.
    权利要求:
    Claims (9)
    [0001]
    REVENDICATIONS1. A method for determining an optimum speed (Von) to be adopted by a motor vehicle (1) when said motor vehicle (1) approaches a traffic light (2), said optimum speed (Vop-r) being a function of a recommended speed (VG) estimated by a first system (10) on board, on receipt of a message emitted by said traffic light (2) from a determination of a total distance (DTL) of the path separating the motor vehicle (1) the traffic light (2), an estimated time (TTL) necessary for the motor vehicle (1) to travel the total distance (DTL) and a determination of a recommended speed (VG) according to of the state occupied by the traffic light (2) at the end of the estimated time (TTL), the method being characterized in that said recommended speed (VG) and / or said optimum speed (Von) is also a function of at least a speed limitation (Li,; VF) obtained via a second system (11 12) embarked on said motor vehicle.
    [0002]
    2. Method according to claim 1, characterized in that said total distance (DTL) of the course is decomposable into a succession of road sections, and in that said recommended speed (VG) is a function of a plurality of speed limits. obtained via the second onboard system (11), each speed limit corresponding to a maximum authorized speed (SLi) value on each section of said succession of road sections.
    [0003]
    3. Method according to claim 2, characterized in that the time (TTL) required for the motor vehicle (1) to travel the total distance (DTL) is estimated by the first embedded system (10) according to the relation: 3027109 11 L 1 411.1 (SL.; U0) in which Li corresponds to a length of each section i associated with a regulation maximum speed value SLi, and Uo is the current speed of the motor vehicle. 5
    [0004]
    4. Method according to claim 3, characterized in that the length of each section and the regulatory maximum speed value (SL1) associated with each section are delivered by a navigation system forming said second system and comprising a receiver (11) on board on the motor vehicle (1). 10
    [0005]
    5. Method according to claim 1, characterized in that the second onboard system is a system (12) speed regulator capable of detecting the presence and estimate the speed (VF) of a third vehicle (4) at the front said motor vehicle (1), and in that said at least one speed limitation corresponds to the estimated speed (VF) of the third vehicle (3).
    [0006]
    6. Method according to claim 5, characterized in that said optimum speed (Von) is determined by taking the minimum value between said estimated speed (VF) of the third vehicle (4) and the recommended speed (VG). 20
    [0007]
    7. System for determining an optimum speed (Von) to be adopted by a motor vehicle (1) when said motor vehicle (1) approaches a traffic light (2), said optimum speed (Von) being a function of a recommended speed (VG) estimated by a first system (10) on board, on receipt of a message emitted by said traffic light 25 (2) from a determination of a total distance (DTL) of the path separating the vehicle automobile (1) traffic light (2), an estimation of the time (TTC) necessary for the motor vehicle (1) to travel the total distance (DTL) and a determination of a speed recommended (VG) ) according to the state occupied by the traffic light (2) at the end of the estimated time (TTL), the system being characterized in that it determines said recommended speed (VG) and / or said optimal speed (VoFT) also as a function of at least one speed limitation (L1, SLI; VF) obtained through area of a second system (11; 12) embedded on said motor vehicle (1).
    [0008]
    8. System according to claim 7, characterized in that the second onboard system is a navigation system (11) adapted to deliver the length of each section of a succession of road sections 10 decomposing said total distance (DTA) of the course , and a regulatory maximum speed value (S14) associated with each section, and in that the first system (10) is able to estimate the time (TTL) necessary for the motor vehicle (1) to travel the total distance (DTA) ) depending on the length and the regulatory speed associated with each section.
    [0009]
    9. System according to claim 7, characterized in that the second onboard system is a cruise control system (12) adapted to detect the presence and estimate the speed (VF) of a third vehicle (4) at the front of said motor vehicle (1), and in that it determines said optimum speed (VOFT) as a function of said recommended speed (VG) by the first system (10) and the estimated speed (VF) of the third-party vehicle (4). ).
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    同族专利:
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    US20170229014A1|2017-08-10|
    FR3027109B1|2019-05-31|
    EP3204928A2|2017-08-16|
    JP2017533506A|2017-11-09|
    WO2016055589A2|2016-04-14|
    CN107209988B|2021-03-09|
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    法律状态:
    2015-11-02| PLFP| Fee payment|Year of fee payment: 2 |
    2016-04-15| PLSC| Publication of the preliminary search report|Effective date: 20160415 |
    2016-10-28| PLFP| Fee payment|Year of fee payment: 3 |
    2017-10-31| PLFP| Fee payment|Year of fee payment: 4 |
    2018-10-30| PLFP| Fee payment|Year of fee payment: 5 |
    2019-10-31| PLFP| Fee payment|Year of fee payment: 6 |
    2020-10-30| PLFP| Fee payment|Year of fee payment: 7 |
    2021-10-29| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1402270|2014-10-08|
    FR1402270A|FR3027109B1|2014-10-08|2014-10-08|DETERMINING AN OPTIMUM SPEED FOR A MOTOR VEHICLE APPROACHING A TRICOLOR FIRE|FR1402270A| FR3027109B1|2014-10-08|2014-10-08|DETERMINING AN OPTIMUM SPEED FOR A MOTOR VEHICLE APPROACHING A TRICOLOR FIRE|
    US15/515,202| US10916133B2|2014-10-08|2015-10-08|Determination of an optimum speed for a motor vehicle approaching a traffic light|
    JP2017518800A| JP2017533506A|2014-10-08|2015-10-08|Determining the optimum speed of a car approaching a traffic light|
    PCT/EP2015/073301| WO2016055589A2|2014-10-08|2015-10-08|Determination of an optimum speed for a motor vehicle approaching a traffic light|
    EP15820438.8A| EP3204928A2|2014-10-08|2015-10-08|Determination of an optimum speed for a motor vehicle approaching a traffic light|
    CN201580054740.6A| CN107209988B|2014-10-08|2015-10-08|Method for determining the optimal speed of a motor vehicle approaching a traffic light|
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